Electric elevator



No. 622,430. Patented Apr. 4, I899.

' T. W. HEEBMANS &. N. WHICHELLO.

ELECTRIC ELEVATOR.

(Application filed 1m. 29, 1898.) (N o M o d e l 7 Sheets-Sheet l.

No. 622,430. Patented Apr. 4, I899. T. W. HEERMANS &. N. WHICHELLO.

ELECTRIC ELEVATOR.

(Application filed Jan. 29, 1898.) 7 Sheets-Sheet 2' No. 622,430.Patented Apr. 4, I899. T. W. HEERMANS G. N. WHICHELLO.

ELECTRIC ELEVATOR.

7 Shah-Sheet 3.

(No Model.)

ms mums PETERS co. Puma-uni)" wAsmNmoN. a c

No. 622,430. Patente d Apr. 4, I899. T. W. HEERMANS &. N. WHICHELLO.

ELECTRIC ELEVATOR.

(A limio filed Jan. 29, nos.

1 Shaats"Sheet 4.

(No Model.)

No. 622,430,. Patented Apr. 4, I899. T. W. HEERMANS G. N. WHICHELLU.

ELECTRIC ELEVATOR.

(No Model.) (Application mm 1 Sheets$heet s K O" O @265 Wil /mes m:NORRIS PETERS 00.. vumauwu. WASHINGTON. Dv 1:

No. 622,430. Patented Apr. 4, I899. T. w. HEERMANS & u. WHICHELLO.

ELECTRIC ELEVATOR.

(Application filed M21529, 1898.)

7 Sheets-Sheet 6.

4N0 Model.)

m: NORRIS PETERS ca. FHOTO-LITHQ. wAsmNcTcu. u. c.

No. 622,430. Patented Apr.- 4, 1899. T. W. HEERMANS &. N. WHICHELLO.

ELECTRIC ELEVATOR.

(Application filed Jan. 29, 1898.: (No Model.) 1' Sheets-Sheet 7.

THE ucams PETiRS cc. FHOTOLKYHO WASHNGTON, n. c

UNITED STATES PATENT OFFICE.

TIIADDEUS Wf HEERMANS, OF EVANSTON, AND NORMAN \VHICHELLO, OF CHICAGO,ILLINOIS, ASSIGNORS TO JOHN A. ROCHE, OF CHICAGO, ILLINOIS.

ELECTRIC ELEVATOR.

SPECIFICATION forming part of Letters Patent Nb. 622,430, dated April 4,1899 Application filed January 29,1898- Serial No. 668,4,54. (N model.)

To all whom it may concern:

Be it known that we, THADDEUS W. HEER- MANS, a citizen of the UnitedStates, residin g at Evanston, and NORMAN VVHICHELLO,

a subject of the Queen of Great Britain, re-

siding at Chicago, in the county of Cook and State of Illinois,.haveinvented a new and useful Electric Elevator, of which the following is aspecification.

This invention relates to electric elevators.

The object of the invention is to simplify and improve the constructionand arrangein cut of the hoisting-motor of electric elevators and themeans for controlling the same.

I5 A further object is to provide simple and efficient means forautomatically arresting the motor when the car reaches the limits of itstravel or in cases where for any reason the hoisting-cable should becomeslack around the hoisting-drum.

Other objects of the invention will appear more fully hereinafter.

The invention consists substantially in the construction, combination,location, and rela- 2 5 tive arrangement of parts and improvements, allas will be more fully hereinafter set forth, as shown in theaccompanying drawings, and finally specifically pointed out in theappended claims.

Referring to the accompanying drawings and to the various views andreference-signs appearing thereon,Figure 1 is a View in plan of theentire machine constructed and arranged in accordance with theprinciples of the invention. Fig. 2 is a broken detail view showing therelative arrangement of the motor-shaft and between the motor-magnet andbrake mech-' anism. Fig. 5 is a detail view in plan of the automaticspeed-reducing device arranged to so control the main hoisting-motorcircuits as to reduce its speed in advance of the action of theautomatic stop mechanism. Fig. 6 is a detail viewin transverse sectionon the line 6 6, Fig. 1, looking in the direction of the arrows,illustrating the construction, arrangeis a detail view, partly inelevation and partly in vertical section, showing the arrangement of thebrake mechanism. Fig. 11 is a view, partlyin plan and partly indiagrammatic development, showing the circuits of the controllingmechanism. Fig. 12 is a complete diagram of the circuits and electricalconnections of the entire machine.

The same part is designated by the same reference-sign wherever itoccurs throughout the several views.

Reference-sign A designates the framework, upon which are supported thevarious parts of the apparatus; B, the main hoistingmotor; C, themotor-shaft; D, the hoistingdrum upon which the hoisting-cables arewound; E, the guide for the hoisting-cables, and F and G the gears fordriving the hoisting-drum from the motor-shaft. These parts may be ofthe usual or any convenient or suitable construction and arrangementfamiliar to persons skilled in the art. Y

WVe will first describe the relative arrangement of the motor-shaft andthe drum-shaft 0 and constituting an important feature of improvement,particular reference being had to Figs. 1 and 2. It will be observedthat gear G, which is mounted 011 and rotates with the n1otor-shaft,'isa worm with aplurality of teeth (technically called a spiral pinion) andthat gear F, which constitutes the drive-gear of the hoisting-drum andwhich intermeshes with and is driven by spiral pinion G, is a spur-gear.By this particular construction 10c and arrangement of theseintermeshing gears the motor-shaft is relieved of undue friction andthrust on its step, and the machine is enabled to run more easily,smoothly, and with less noise and friction than with other forms ofgearing heretofore employed, and a greater percentage of efliciency issecured. In order that this particular form of gearing may be employed,it is necessary to so arrange the motor-shaft and the shaft of thehoisting-drum that the developed spiral-pinion teeth are parallel withthe drum-shaft. This result is secured by arranging the motor-shaftangularly in two directions with reference to the axis of the drum-thatis, by arranging said shaft angularly with respect to a plane containingthe axis of said drum and also angularly with reference to a planecutting such axis at right angles.

\Ve have found in practice that the particular arrangement and relationof parts as above described greatly improve the hoisting-motors ofelevators in that the friction of operating the same is reduced, thruston the motor-shaft step is decreased, and the machine rnns smoother andwith less noise than formerly, and the efficiencyof the machine isgenerally improved.

\Ve will now describe the means for controlling the various functionsand operations of the machine, particular reference being had to Figs.1, S, t, and 11, wherein referencesign ll designates generally what weshall term the motor-magnet and which is arranged to control the variousoperations hereinafter to be more fully explained. This motor-magnetcomprises an armature 14 of the Siemens H type and a field 15, suitablysupported. Reference-signs a b,lig. 3, designate the terminals of themotor-magnet field-windings; and c (l designate the terminals ofthemotor-magnet armaturewindings. From these terminals suitableconductors extend to suitable contacts on the car, (indicated generallyat C, Fig. 12,) whereby the movements of the motor-magnet armature maybe controlled. Upon shaft 17 of the motormagnet armature is mounted torock the mainmotor break-switch arm 18. (Indicated in full lines in Fig.1 and in dotted lines in Figs. 4 and 11 and which cooperates with thecontacts 19 20 to make or break the main-motor circuit.) The shaft 17 ofthe motor-magnet also carries an arm 2], (indicated in dotted lines inFig.12,) upon which are mounted, at the ends thereof, the contact-shoes22 23, arranged to cooperate with suitably-arranged stationary contacts24: 25 26 27, mounted on an insulating slab or plate 16 and constitutingthe reversingswitch, through which the main-motor circuit is reversed.Upon the other end of the motor-magnetshaftis mounted a disk 28, havinga cam-surface 29 and a peripheral notch 30. (See Fig. 3.) Apivotally-suspended lever 31 carries an arm l1, weighted, as at 32,whereby'its normal tendency is to engage in the peripheral notch of disk28 and lock the same. The lower end of lever 31. carries an adjustablepin or stop 33, arranged to be engaged by a lug 34. on the hub of asleeve 35, which sleeve is mounted to rock on a stud 36. This sleeve hasan arm 37, carrying contactlevers 38, which cooperate with a suitableseries of contacts J K for controlling the action of the main motor, aswill presently be more fully explained. Another arm 39 of said sleevecarries a weight 40, the normal tendency of which is to main tain saidcontact-levers 38 in their fully-retracted position. Said arms 38 areadvanced against the action of weight 10 by a series of arms 42,actuated by eccentrics 43, mounted 011 a shaft 54, which is rotatedthrough gears 4% (see Fig. 1) from a shaft 1-5, which receives rotationfrom the shaft l0 of the hoisting drum through gears M. The free ends ofarms 12 are arranged to engage behind a lug or shoulder 42, formed onsleeve 35, and said arms are set to varying positions of eccentricitywith respect to shaft 15, whereby the advancing movement of contact-armsis gradual and whereby said arms are maintained in their advancedposition until re leased by the arms This release is effected by meansof a lever 48, arranged tobe engaged and rocked by cam portion :39 aboutits supporting-pin l0. Said lever is provided with an arm 50, arrangedto engage underneath the series of arms 42 when said lever 48 is rocked,thereby raising all of the series of arms 12 out of engagement with thelug or shonlderon sleeve 35, thus permitting weight to return thecontact-levers 38 to their normal or retracted position. An adjustablestop 51 may serve to regulate the normal position of arm 50. Theconstruction, function, and mode of operation of these parts are morefully set forth and explained in our joint application for patentexecuted January 17, 1898, filed January 29, 1898, Serial No. 668,153,and except in their cooperative arrangement and relation with respect toother features set forth more particularly herein forms no part of ourpresent invention. It will be seen, however, that when the contact-arms38 are once set in motion to be advanced along the series of contacts JK they cannot be released or returned to their normal position until themotor-magnet armature is suitably rotated to cause the cam portion 29 ofdisk 28 to engage lever l8.

)Ve will now describe the construction and arrangement of the brakemechanism and the connections between the same and the motor-magnet,whereby the operation of the brake is interdependent to the extenthereinafter to be explained with respect to the operation of themotor-magnet, particular reference being had to Figs. 1, 23, at, and 10.

The brake now to be described is of the strap type and comprises thehalves or segments 55 50, pivotally mounted at one end respectively onblocks 57 58, which in turn are mounted upon a threaded stud or bolt 59,snitably supported in a fixed part of the frame A. By this constructionthe brake segments posed between said sleeve and a washer 66,

mounted on the free end of said rod. Setnuts (37 serve to adjust thetension of said spring. The other end of rod 64 is pivotally connectedto the free end of the lower brake strap or segment 56. The sleeve 63 isarranged on the opposite side of the axis of rocking frame 61 fromsleeve 62 and receives loosely therethrough a rod 68, which is pivotallyconnected at its end to the free end of the upperbrake-strap 55. Ifdesired, a spring 69 is interposed between the under side of sleeve 03and a washer 70, mounted on rod 08, set-nuts 71 serving to adjust thetension of said spring. Each rod 64 68 carries a setnut 72 72-5 on theopposite side from the springs (55 69 of the sleeves through which saidrods extend. Preferably the normal position of the rocking frame 61 issuch as to maintain the sleeves 62 63 in the same vertical plane, but,as above mentioned, on opposite sides of the axis about which frame 61rocks. In this normal position the brake straps or segments are appliedto the periphery of the brake-wheel. hen, however, the frame 61 isrocked about its axis in either direction by reason of the engagement ofsleeves 62 63 with set-nuts 72 73, respectively, on rods 64 68, saidrods are projected endwise in directions such as to relieve thebrake-straps from their application to the brake-wheel; but when saidframe is returned to its central or normal position the sleeves 62 63,operating through springs (30, yieldingly draw the rods 64 68 in theopposite direction to that above described, thereby setting the strapsyieldingly upon the brake-wheel. The rocking frame is held in its normalposition by means of a lever 74, pivotally mounted at one end upon afixed part of the framework and carrying a weight 75. This lever isarranged to bear 011 rocking frame 01 at points on opposite sides withrespect to each other of the axis about which said frame rocks. Ifdesired and in order to reduce friction, these bearings may be in theform of antifriction-rollers, as shown at 76 77. From this constructionit will be readily seen that in whatever direction the frame 61 isrocked lever 74 will be raised against the weight carried thereby, whichweight constantly tends to lower said lever and to return the rockingframe to its normal or central position; Thusit will be seen that theraising of the weighted end of lever 74 serves to store up energy, thetendency of which is to set the brake, and the raising of said lever iscoincident with the release of the brake. By suitably regulating thesize of weight 75 and its position on lever 74 it will be seen that whenthe rockingframe is released by the mechanism which rocks it inwhichever direction it may be rocked it is quickly returned underconsiderable force to its normal position, thereby quickly and forciblysetting the brake-straps. The frame 61 is rocked by means of a rod 78,connected at one end to an arm 79, formed on said frame, and at theother end pivotally connected, as at 80, to the disk 28, mounted on theshaft of the motor-m agnet armature. Thus it will be seen that therelease and setttin g of the brake is dependent upon and is governed bythe actuation of the motor-magnet, which in turn is controlled from thecar or automatically, as will be explained more fully hereinafter.

\Ve will now describe the construction and arrangement of the automaticstop and its relation to the motor-magnet, particular reference beinghad to Figs. 1, 4, and 9.

\Ve have already described how the rotations imparted to shaft 45through the gears 47 from shaft 46 of the hoisting-drum effects arotation of shaft 54 and the consequent actuation of the series ofeccentrics 43, mounted on said shaft 54, and we have explained how theaction of these eccentrics and the arms 42 connected therewith isaffected by the motor-magnet. In the arrangement of antomatic stopmechanism we employ the same shaft 45. On this shaft is loosely sleeveda frame 81, having a depending portion forming a weight 85, by whichsaid frame is held against swinging movement about said shaft 45.Suitably formed or mounted on to rotate with shaft 45 is aneXteriorly-threaded portion or sleeve 82. An internally-threaded blockor nut 83 is mounted on said threaded portion; On opposite sides of saidnut are blocks 86 87. Block or nut S3 is provided with a wing orprojection 84, arranged to extend into a slot in the depending or weightportion 85 of said frame 81. (See Fig. 9.) By this construction it-willbe seen that said block or not 83 is held against rotation about theaxis of shaft 45 without carrying With it the weighted portion 85 offrame 81. It will also be seen that by reason of the constructiondescribed said block or nut 83 travels on the threaded portion 82 ofshaft 45 back and forth between the blocks 86 87. The operation of theparts is so timed that nut 83 travels the entire distance between theblocks 86 87 only when the elevator-car makes a complete trip from onelimit of its travel to the other. The relative positions of these blocks86 87 may be adjustable. Suitable shoulders are formed on the opposedfaces of blocks 86 87 and nut 83 and which are arranged to engage eachother, re spectively, when said nut approaches the limits of its travel,thereby causing said block 86 or 87, as the case may be, to engage androtate block 83 about the axis of shaft 45, thereby causing frame 81 tobe swung about the same axis and into one or the other of the positionsindicated in dotted lines in Fig. 1. From this description it will beseen that when the ear reaches or approaches either of the limits of itstravel the sleeve forming part of frame 81 is axially rotated. Mountedon this sleeve is a segment-gear having segmentteeth 88 and a planeportion or surface 80, the segment-teeth arranged to engage and retate asimilar gear 00 on a short shaft 01, journaled in the frame, the planeportion or surface 92 of gear 00 being engaged by the plane surface orportion 80, whereby shaft 91 is locked against rotation except when thegear-teeth 00 and 88 are intermeshed. Carried on the other end of shaft01 is a twoarmcd lever 0-3, the extremities 06 07 of the two arms ofwhich are upturned to form stops or shoulders. Mounted on the shaft ofthe motor-magnet armature is a crank-arm ill, having a pin 05, arrangedto project into the path of the upturned extremities or shoulders 9c 07of the two-armed lever 93. The operation of this part of our inventionis as follows: When the car reaches the limit of its travel in eitherdirection, a rotation of shaft 01 is automatically effected through thearrangement above described, thereby rocking lever 03 in one directionor the other, as the case may be. This rocking movement of said levercauses the upturned end 00 or 07 to engage the pin or projection 05 inarm ill in case the elevator-conductor has failed to prop erly operatethe motor-magnet to arrest the action of the main hoisting-motor,thereby rocking said arm 94.- in a direction to cause the motor-magnetto break the main-motor circuit and to perform its other functions, asabove explained. Of course if the elevatorconductor has already causedthe motor-magnet to be operated then the upturned end no or 07 will notengage the pin 05 on crank-arm 0i, but the main motor will be arrestedby reason of the actuation of the motor-magnet by the control of theelevator-conductor. In such case, however, the upturned end 00 or 07will serve as a stop to prevent the crankarm 04:, and hence themotor-magnet, from being rocked back in the opposite direction to thatin which it has just been rocked, whether by the elevator-00ndactor orthe stop-lever Therefore it will be impossible for the motormagnet to beturned in a direction to cause the main motor to carry the car beyondits ordinary limits of travel, at the same time leaving saidmotor-magnet free to turn to a position such as to control the circuitsof the main motor to cause said motor to move the car in the oppositedirection from its limitof travel. In other words, it will be seen thatwhen arm 93 has been rocked it will be held in rocked position untilshaft l5 is rotated in a direction opposite to that in which it rotatedto effect a rocking of the lever 03, and hence the motor-magnet armatureis held in the position to which it is rocked by said arm 03 or by theelevator-conductor and against reverse 5 movement. This position inwhich said motor-magnet armature is held is the one occupied therebywhen the main-motor circuits are broken, but further rotation of themotormagnet armature in the same direction is permitted in order toreverse the main motor, thereby reversing the direction of rotation ofthe hoisting-drum D, and hence of shaft This reverse rotation of saidshaft causes nut 83 to be moved out of engagementwith block 86 or 87, asthe case may be, and hence permits weighted frame 81 85 to return tonormal position, thereby returning arm or lever 03 to its normalposition through the engagcment of gears 88 00. Thus it will be seenthat we provide a simple and efficient arrange ment of mechanism whichcooperates with the motor-magnet to form an automatic stop for theelevator-car when it reaches the limits of its travel and wherein dangerof so operating the main or hoisting motor as to cause the ear to becarried beyond its limits of travel is absolutely and positivelyprovided against and prevented even in case the car-conductor throughcarelessness, inattention, or inexperience should attempt to start upthe main hoisting-motor in the wrong direction when the car is standingat its extreme upper or lower limits of travel.

It some times becomes desirable to arrest the main motorautomaticallybefore it reaches its limit of travelas, forinstance,should one or more strands or runs of thehoisting-cable break or get outof order. In such case the run or runs of cable which are wound on thehoisting-drum would sag down into loose bights below the drum. We haveprovided an arrangement wherein when such sags or bights are formed inthe windings of the hoisting-cable about the hoisting-drum the mainmotor is automatically arrested. This arrangement is known in the art asa slackcable stop, and while we have shown and will now describe aspecific construction and arrangement for securing an automaticslackcable stop we do not desire to be limited or restricted to theexact details of construction and arrangement thereof shown anddescribed in this application. In the form shown, referring particularlyto Figs. 1, 7, and S, we provide the swinging frame 81 with clutchteeth,as indicated at 100, and we mount a collar or sleeve 101 to slide backand forth on and rotate with shaft 45, and said collar or sleeve isprovided with cooperating clutchteeth arranged when said collar is movedin the proper direction to engage clutch-teeth 100, thereby causingframe 81 to rock or swing about shaft 45. This swinging movement will,as above explained, cause the stop-lever 03 to rock through thesegment-gears SS 00, thereby turning the motor-magnet armature toposition to break the main-motor circuits. In order to suitably andproperly actuate the sliding clutch-collar 101,wc provide aforked Ilever 102 and arrange the same to engage in This lea peripheral groovein said collar.

ver is mounted on a rock-shaft 103, suitably journaled in the framework.A crank-arm 10l, also mounted on said rock-shaft, is engaged by one endof a spring 105, the other end of said spring being secured to theframe. This spring constantly tends to rock said shaft 103 in adirection to cause the clutchcollar 101 to move into engagement with theclutch-teeth 100 of swinging frame 81. The normal action of spring 105is opposed by a trigger arrangement shown more in detail in Fig. 8 andcomprising a crank-arm 106, mounted on shaft 103 and arranged to beengaged by a pin 107, carried in an arm 108, mounted on a shaft109,suitably journaled in the frame. So long as the pin 107 is inengagement with the end of arm 106 rotation of shaft 103, under theinfluence of spring 105, is prevented, and the clutch-sleeve 101 isthereby held out of engagement with the clutch-teeth 100 of frame 81;but when the pin 107 is moved or swung out of the path of arm 106 saidshaft 103 is rocked by spring 105, and an engagement of clutch-collar101 with teeth 100 is cffected, thereby swinging the weighted frame 81,and hence causing the motor-magnet armature to rotate in a direction tobreak the hoisting-motor circuits, thereby stopping the car. A wing orplate 110 is mounted on to rock with shaft 100 and is arranged to extendinto proximity to the periphery of hoistingdrum D. By this arrangementitwill be seen that when the hoisting-cable windings on said drum becomeslack through accident or otherwise the sagging slack portions or bightswill strike the wing or plate 1.10, thereby rocking the same and with itshaft 109, thereby releasing arm 106 of shaft 103, and ,henceautomatically throwing into. commission the mechanism for breaking themain-motor circuits, thereby stopping the car.

It is desirable to slow down the hoisting.

' shunt-circuit an auxiliary resistance (indiexpense of the speed of themain motor, and

hence slowing down the main motor. In Figs. 1, 5, 6, 11, and 12 is shownan arrangement for automatically cutting out these auxiliary fieldresistance-coils. The terminals 111 and 112 the jaw 123.

Many spe of these coils are electrically connected, respectively, tosuitable bars or rods 113 114, suitably insulated from each other. Oneach rod or bar is mounted a block 115 116, carrying a contact 117 118.The block 115 is mounted on rod 113, and presents toward one endthereof, while block 116 is mounted adjacent to the opposite end of rod114 and is presented in the opposite direction. These contacts 117 118are respectively in electrical co nnection with the rods 113 114.Cooperating with but normally disconnected from and out of contact witheach contact 117 118 is a-contact 119 120, which is in electricalconnection with the other rod, respectively, of the pair of rods 113114. The contacts 119 120 are preferably carried on one end of aconducting bow-spring 121, as clearly shown in Fig. 6. Upon an extensionof shaft 45 is an externally-threaded sleeve 122, and mounted thereon isan internally-threaded nut or block. This nut or block is composed oftwo jaws 123 124, yieldingly coupled together by means of bolts 125 andsprings 126. The jaw 124 carries the bolts 125, which bolts projectloosely through sockets formed in jaw 123, and the springs 125 areinterposed between set-nuts carried on the ends of bolts 125 and By thisconstruction the jaws 123 124 are clamped upon the threaded sleeve 122,but are permitteda slight yielding move-' ment relative to each other.The action of the rotating sleeve 122 is to normally rotate the nutformed by the jaws 123 124; but said nutis held against rotation bymeans of an arm 127 of suitable insulating material carried by jaw 124and depending into the space between the rods 113 114. This arm 127engages rod 113 or 114, according to the direction of rotative tendencyimparted thereto by sleeve 122-that is, according to the direction ofrotation of shaft 45and by such engagement the nut is" held againstrotation, and therefore a travel thereof lengthwise upon sleeve 122 isimparted thereto. The blocks 115 116, carried byrods 113 114, arearranged in the path traversed by depending arm 127, and are engaged bysaid arm, according as it is moved in one direction or the other. In theform shown in Fig. 5 said arm is in engagement with block 116. Thisengagement causes said arm 127 to be rocked away from rod 113 or 114, asthe case may be, against the tension of springs 126 and the rotativetension imparted by sleeve 122. In order to facilitate the riding overor past the blocks 115 116 by arm 127, said arm and also said blocks areprovided with corre sponding and cooperating beveled corners, asindicated at 128. The spring-supported contacts 119.120 and theircooperating contacts 117 118 are arranged slightly in advance of theblocks 115 116 with respect to the direction in which said arm 127travels. The operation of this mechanism is so timed relative to theother apparatus of the hoisting-motor that as the car approaches theextreme limit of travel in either direction and just in ad vance of theoperation of the automatic stop mechanism above described the arm 127rides off of the block 115 or 116, as the case be, and snaps against thespring-supported contact 119 or 120 and causes the same to makeelectrical connection with the corresponding stationary contact 117 or118, thereby cutting out or short-circniting the auxiliary mainmotorfield-resistances N, and hence strengthening the 1'nain-motor field andcausing a reduction in speed of such motor. This action enables the carto be brought to rest quickly and smoothly and avoids shock or jar.

Of course it will be readily understood that instead of cutting outresistance in the mainmotor field-circuit in order to reduce the speedof the motor as the car approaches the limits of its travel the sameresult may be accomplished by introducing resistance in the main-motorarmature-circuit or in many other ways well known and familiar topersons skilled in the art.

To the left of Figs. and 11 is shown what we term an overloa( orweighing magnet P, (see also Fig, 12,) the function of which is toincrease the power of the motor automatically in case of an overload orto relieve the motorwindings of danger resulting from overloading. Byreference to Figs. 11 and 2 it will be observed that one terminal of theoverload-magnet is connected through wire b to contact 10, while theother terminal of said magnet is connected through wire b to contact$27. The armature of this overload-magnet carries a block 203 ofinsulation arranged when said armature is attracted by the sulficientenergization of the coils of said magnet to enter between and to effecta separation of the contacts 201 and 202. The contact 202 is inelectrical connection with contact-plate K through wire The contact 201has two eonneetingwires I) and 71 the wire I) leading to contact 25,while wire Z1 leads to the terminal of resistances S. Thus it will beseen that when contacts 201 and 202 are in contact with each othercircuit is completed through wires 1;" and 7/; but when said contactsare separatedthat is, when the overload-magnet is energized to asnfficient degreecircuit is broken between wires Z) and U, thusrequiring the current through b to traverse wire Z1 and the resistancesS. The construction and arrangement of this overload or weighing magnet,however, form no part of the present invention, and hence specificdescription of the details thereof is unnecessary herein.

lVe will 110w describe the electrical action and operation of the entireapparatus, particular reference being had to the diagrammatic views,Figs. 11 and 12.

It will be seen that the armature 11 and the field 15 of themotor-magnetare in series with each other. It will also be seen that themainmotor field shunt-coils 130 and the auxiliary speed-varyingresistance-coils N are in series, supposing both to be included incircuit-that is, before the auxiliary coils N are cut out or shuntedandthat the main-motor armature R is in series with a series of coils S.These last-mentioned coils may comprise auxiliary windings arranged inseries or resistance coils or a combination of both, as will be readilyunderstood by persons skilled in the art. T T designate, respectively,the positive and negative terminals of the main circuit and suitably andconveniently arranged with rcference to the machine. A series of terminals A A A A A are arranged to be connected by independent conductors toa suitable switch device, which is arranged on the car and indicatedgenerally at C", Fig. 12. Car-terminal A is electrically connectedthrough connection a to the main terminal T. Car-terminal A is connectedthrough conductor a to one side of the motor-magnet field. Car-terminalA is connected through conductor a to one side of the motor-magnetarmature. Car-terminal A is connected through conductor a to the otherside of the motor-magnet armature, and car-terminal A" is connectedthrough conductor cf with one of the terminal plates 131 of the seriesof plates or contacts K. A conductor 1) leads from said plate 131through the 1nain-nu; tor shunt field coils and finally connects toswitch-plate 1f). \Ve have mentioned that one side of the motor-magnetfield 1.5 is connected to car-terminal A The other side of thismotor-magnet field is connected through conductor 11 to switch-plate 20,said plate being connected through conductor Z) to the main negativeterminal T". The switch-arm 18 serves to bridge the space between theswitch-plates 19 20. A conductor Z) leads from main binding-post T tothe first of the contact-segments of the series coils or resistances S.The last of these segments is connected through conductor U to theseparable contacts B, controlled by the weighing or overload magnet I,thence through wire I) to part 25 of the reversing-switch, thencethrough the armature R of the main hoistingmotor to part 27 of thereversing-switch, thence through wire Z)", the coils of weighing oroverload magnet, wire b to plate 10 of the main switch, then throughspanninglever 18 to plate 20 of said switch, and finally through wire tothe negative terminal T The positive main terminal connection h iselectrically connected up in series through wire b with the coils of theauxiliary shunt series coils N. A connection b leads from the firstsegment of the series of contacts J to a suit.- ably-arranged stationarycontact-plate 1-32, from which circuit is completed through thebridging-levers 38 to the various segments of the series of contacts KJ. Suppose the ear is at the lowest limit of its travel and the entireapparatus is out of action, except that the brake-straps are set. Theelevator-conductor manipulates the car-switch so as to electricallyconnect car-terminal A with terminals A" and A, and also so as toelectrically connect car-terminals A A Thereupon the following circuitsare completed: from main positive terminal T through wire a,car-terminal A, switch device on the car to terminal A", wire a, themotor-magnet armature 14:, wire a terminal A switch device on the car toterminal A wire a the motor-magnet field 15, wire Z1 plate 20, wire b tonegative binding-post T Thereupon the motor-magnet armature begins torotate, thereby causing the switch or bridging arms 18 and 21 tocomplete the mainmotor circuits, as will presently be explained. At thesame time the'rotation of the motormagnet armature causes disk 28 to berotated and in a direction to permit lever 48 to rock, therebypermitting the eccentric-arms 42, which at the start were raised, toagain be lowered into position, enabling them at the proper time to dropdown behind the shoulder formed on the sleeve of contact-arms 33, readyto cause said arms to be rocked forward to pass over the series ofcontacts J K by which the main-motor circuits are controlled.Simultaneously with the rotation of disk 28 the rod 73 is moved endwise,thereby rocking frame 61 and releasing the brake-straps, at the sametime elevating the weighted lever 71;. The completion of the main-motorcircuits starts up said motor and the travel of the car begins. Therotation of the hoistingdrum by the motor sets in rotation shafts 45 and54, whereupon the eccentric-arms 42 begin to advance contact-arm 38,thereby accelerating the speed of the-motor by changing the resistanceor cutting in or out the rheostat or series coils S, included in themotor-circuit. It will be remembered that under the conditions abovestated the car-conductor electrically connected up car-terminals A andA, a portion of the main-motor .iield energizing-current is shunted frommain terminal T through wire Cb, car-terminal A, the switch device onthe oar-terminal A wire a plate 131, wire I), through shunt-winding 130to switch-plate 19, and thence on to negative terminal T throughbridging-lever 18, plate 20, and wire 1'). Therefore the car will beginto move slowly. If it is desired to increase the speed, thecar-conductor breaks the connection between the car-terminals A and Aand removes the short circuit around the auxiliary resistance N, thusincreasing the resistance in the shunt-field circuit, and hencedecreasing the strength of the field, and thereupon the motor increasesits speed. The action of the motor-magnet, above explained, causes theswitch-arm 18 to be rocked into position to bridge the space betweenplates 19 and 20, and also causesthe contact-shoes 22 and 23 to bridgethe space, say, between plates 2st 27 and 25 26. Thereupon the mainmotorfield and armature circuits will be made from T through wire Z), then,dividing, part goes through I)", the auxiliary field-coils N, to plate131, wire I), through the shuntfield-coils 130, to plate 19, and thenceon to contact with each other.

the negative terminal T as above explained. The other part traverses therheostatic or'series coils S, wire 5 contacts B, wire I), plate 25, shoe23, plate 26, the main-motor armature R, plate 24, shoe 22, plate 27,wire t weighingrnagnet P,wire 11 to plate 19, and thence to the negativewire. The motor thus proceeds until it is desired to stop, when theconductor merely breaks the connection between carterininals A A therebybreaking the motormagnet circuits, whereupon the weigl'rted lcver 74causes the motor-magnet armature to return to central or its normalposition, there by causing switch-levers 1S and 21 to break themain-motor circuits. In order to reverse the main motor, theear-conductor changes the order in which the car-terminals are connectedup. For instance, instead of connecting A and A together and A and Atogether A is connected to A and A is connected to A, as indicated indotted lines, Fig. 12, thus reversing the motor-magnet, and hencereversing the switch-arms 18 and 21, and hence also reversing the mainmotor. This reversal of the motor-magnet, however, does not affect theaction of the brake, which operates in the same manner as abovedescribed when ever the motor-magnet armature is rocked, whether in onedirection or the other. The reversing of the main motor causes the carto travel in the opposite direction to that above described. Suppose thecar should approach a limit of its travel. The rotation of shaft 45 fromthe shaft of the hoisting-drum will cause nut or block 123 to travellengthwise with respect to rods 113 111, thereby causing arm 127 to moveover one of the blocks 115 or 116, and hence causing contacts 117 and119 or 118 and 120 to snap into This action, as above explained, causesthe speed of the main motor to be reducedas, for instance, byshortcircuiting the auxiliary shuntfield resistance-coils N, thusstrengthening the field at the expense of speed. Immediately fol lowingthis operation the traveling nut 83 engages one or other of blocks 8687, thereby rocking the frame 81 and gear 88, thus rockin g the twoarmedlever 93 in a direction to engage and rock lever 94;, and with it themotormagnet armature, to its neutral position in case theelevator-conductor should for any reason fail to cause said armature torock to such position. In case the elevator-conducto r has attendedproperly to this duty then the two-armed lever is rocked into positionto form a stop for the motor-magnet armature, thereby locking saidarmature against rocking movement in the reverse direction to that inwhich it has just been rocked, while permitting said armature tobe'rocked from its neutral position in a direction to reverse themain-motor circuits.

In case the cable for any reason should become slack on thehoisting-drum the wing or plate 110 is rocked, thereby rocking shaft 109and releasing the holding-trigger of shaft 103.

Thereupon clutch-collar 101 is moved into engagement with clutch-teeth100, thus causing the automatic stop to perform its function to stop thecar.

From the foregoing description it will be readily seen that we providean exceedingly simple and ellicient mechanism for controlling thevarious operations and functions of the hoistinganotor for elevators. Itwill also be seen that the motormagnet, so called, is the prime mover ofall the switches. It throws the controlling apparatus into commission.By its action the weight which applies the brake is raised, andtherefore the normal action of the weight is to set the brake, and saidweight is in commission at all times except when raised by themotor-magnet. It will also be seen that the brake-weight operates as acentering device for the motor-magnet armature-that is, when current iscut ell from the motor-magnet circuits said armature is free to returnto its neutral or central position. This return is effected and insuredby the brake-weight operating through the connecting-rod 78. Thus whenthe weight after being raised is released it always operates to returnthe motor-magnet armature to central or neutral position.

\Vhile we have shown and described a specific form and arrangement ofapparatus for performing the several operations and functions above setforth, it is obvious that many changes, alterations, and variations inthe details of construction, arrangement, and relative location wouldreadily suggest themselves to persons skilled in the art and still fallwithin the spirit and scope of our invention. \Ve do not desire,therefore, to be limited or restricted to the exact details shown anddescribed; but

\Vhat we do claim as new and useful and of our own invention, and desireto secure by Letters Patent, is-

1. In an electric elevator, a winding-drum having a spur-gear thereon, amotor having the shaft thereof arranged angularly with reference to aplane containing the axis of said drum and also with respect to a planecutting such axis at right angles and having a spiral pinion thereonarranged to engage and drive said spur-gear, as and for the purpose setforth.

2. In an electric elevator, a winding-drum having a spur-gear thereon, amotor having an operating-circuit, and a starting and speed circuit, andmeans for controlling said circuits, and a spiral pinion mounted on theshaft of said motor and arranged to engage and drive said s 'iur-gear,said motor-shaft arranged angularly with respect to a plane containingthe axis of said drum, and also with respect to a plane cutting suchaxis at right angles, as and for the purpose set forth.

In an electric elevator, a winding-drum, aspur-gear mounted thereon, adriving-motor therefor having the shaft thereof arranged angularly withrespect to a plane containing the axis of said drum and also withrespect to a plane cutting such axis at right angles and carrying aspiral pinion arranged to mesh with and drivesaid spur-gear, said motorhavingdifferent circuits for starting and speeding the same and foroperating the same, as and for the purpose set forth.

4:. The combination with the motor-magnet and means for controlling themovements thereof, of a controller-arm, a rotatable shaft, a crank oreccentric connection between said shaft and arm, means for rotating saidshaft, and means actuated by the movements of said motor-magnet forthrowing said crank or eccentric connection into and out of connection,as and for the purpose set forth.

5. The combination with the motor-inagnet and means for controlling themovements thereof, of a main motor, a controlle arm for the circuitsthereof, a plurality of eccentric or crank arms of varying periods ofthrow arranged to engage and actuate said controllerarm, means foractuating said eccentric-arms, and means actuated by the movement-s ofthe motor-magnet for engaging or disengaging said eccentric-arms fromsaid controller-arm, as and for the purpose set forth.

6. The combination with the in oto'r-m agnet including an armature andshaft, means for controlling the movements of said armature and shaft, acam mounted on said shaft, a-

main motor, a movable contact for controlling the circuit of said mainmotor, eccentricarms having varying positions of throw for actuatingsaid movable contact, means for actuating said eccentric-arms, andalever arranged to engage and disengage said arms and contact, saidlever arranged to be actuated by said cam, as and for the purpose setforth.

' 7. The combination with a hoisting-motor, circuits therefor, a mainswitch and a reversing-switch arranged in said circuits, of amotor-magnet for actuating said switches, both of said switches mountedon and moving with the shaft of said motor-magnet, and means forcontrolling the movements of said motormagnet, as and for the purposeset forth.

8. The combination with ahoisting-motor, circuits therefor, main andreversing switch contacts arranged in said circuits, of a motormagnetincluding an armature and shaft, a main-switch arm and areversing-switch arm mounted on the shaft of said meter-magnet armatureand cooperating with said contacts, and means for controlling saidmotor-magnet, as and for the purpose set forth.

9. The combination with a hoisting-motor, a brake therefor, a weightnormally operating to set said brake, a motor-magnet for controlling thecircuits of said hoisting-motor, means for controlling the movementsthereof, and crank connections between said weight and motor-magnet, asand for the purpose set forth.

10. The combination with a hoisting-motor, a brake therefor, a rockingframe for operating said brake, a weighted arm connected to said frame,and normally operating to set the brake, a motor-m agn et forcontrolling the circuits of said main motor, and a rod having crankconnections with said motor-magnet and rocking frame, respectively, asand for the purpose set forth.

11. The combination with a hoisting-motor, a brake-wheel mounted on theshaft thereof, brake-straps arranged to be applied thereto, a rockingframe, connections between the free ends of said brake-straps andopposite sides of the pivotal axis of said frame, whereby when saidframe is rocked in either direction from its normal position saidbrake-straps are applied, and means for rocking said frame, as and forthe purpose set forth.

12. The combination with ahoisting-motor, a brake-wheel mounted on theshaft thereof, straps arranged to be applied to said wheel, a rockingframe, connections between the free ends of said straps and oppositesides of the pivotal axis of said frame, a weight normally acting tohold said frame in position to set said straps, a motor-magnet forcontrolling the circuits of said hoisting-motor, and crank connectionsbetween said motor-magnet and said rocking frame, as and for the purposeset forth.

13. The combination With a hoisting-motor, a motor-magnet, main andreversing switch arms for controlling the circuits of saidhoisting-m0tor, said switch-arms mounted on and rocking with the shaftof said motor-magnet, and means for controlling the movements of saidmotor-magnet, of an automatic stop arranged to operate saidmotor-magnet, when the car reaches the extreme limits of its travel, ina direction to arrest the hoisting-motor, as and for the purpose setforth.

14. The combination with a hoisting-motor, a motor-magnet forcontrollingthe circuits of said motor, and means for controlling themovements of said motor-magnet, of an automatic stop mechanism andconnections between the same and the motor-magnet Whereby when theautomatic stop is in commission the motor-magnet is locked againstmovement in a reverse direction from that in which it has just beenmoved, but is permitted free movement in a direction to reverse the mainmotor, as and for the purpose set forth.

15. The combination with ahoisting-motor, a circuit-controller therefor,an automatic stop for actuating said controller at the extreme limits oftravel of the car to a position such as to break the hoisting-motorcircuits, and to lock the same against reverse movement from saidposition while permitting movement of said controller in the samedirection to reverse the hoisting-motor, as and for the purpose setforth.

16. The combination withahoisting-motor, a circuit-controller therefor,stops for engaging said controller and locking the same against movementin one direction or the other aecordin g to the direction in which saidstops are moved, said stops permitting movement of said controller in adirection opposite to that against which it is locked, and means forautomatically operating said stops only at the extreme limits of travelof the car, as and for the purpose set forth.

17. The combination with a hoisting-motor, a circuit-controllertherefor, a lever having two arms arranged when rocked to alternatelyengage said controller on opposite sides, and means for rocking saidlever only when the car attains the extreme limits of its travel, as andfor the purpose set forth.

18. The combination with a hoisting-motor, a circuit-controllertherefor, a crank-arm connected With said controller, a lever having twoarms arranged to straddle said crankarm, and means for rocking saidlever only when the car reaches the extreme limits of its travel, as andfor the purpose set forth.

19. The combination with a hoisting-motor, amotor-magnet includingarocking armature for controlling said motor, a crank-arm connected tothe shaft of said armature, an independently-mounted lever having twoarms arranged to straddle said crank arm, and means for rocking saidlever only when the car reaches the extreme limits of its travel, as andfor the purpose set forth.

20. The combination with a hoisting-motor, a motor-magnet including arocking armature for controlling said motor, a crank-arm mounted on theshaft of said armature, an in dependent shaft, a lever mounted thereon,said lever provided with two arms arranged to straddle said crank-arm,mutilated gears for rocking and locking said last-mentioned shaft, andmeans arranged to operate only when the car reaches the extreme limit ofits tra'velfor actuating said gears, as and for the purpose set forth.

21. The combination with a hoisting-motor, a motor-magnet forcontrolling the circuits of said motor, an auxiliary field resistancefor said hoistingmotor, and automatic means for short-circuitin g saidauxiliary field resistance, thereby strengthening the hoisting-mm torfield and reducing the speed of said mo tor, as and for the purpose setforth.

22. The combination with a motor, a hoist ing-drum geared thereto, ashaft arranged to be driven' by said drum, a block arranged to move backand forth lengthwise of said shaft, said block actuated by said shaft,an automatic stop for said motor, and means arranged to be engaged andactuated by said block only at the extreme limits of travel thereof foractuating said automatic stop, as and for the purpose set forth.

23. The combination with a motor, a hoisting drum geared thereto, ashaft arranged to be driven by said drum, an arm arranged to be engagedand moved in opposite directions by said shaft according to thedirection of rotation of said shaft, and means actuated by said arm asit approaches the extreme limits IIO of its travel in either directionfor varying the speed of the motor, as and for the purpose set forth.

B-l. The combination with ahoisting-motor, a controller therefor, meansfor actuating said controller, of auxiliary means arranged to beactuated by slack in the hoisting cable for actuating said controller,as and for the purpose set forth.

25. The combination with a hoisting-motor, a motor-magnet forcontrolling the circuits of said motor, and means for operating saidmotor-magnet, of independent means arranged to be actuated by slack inthe hoisting-cable for automatically moving and locking saidmotor-magnet into position to arrest the hoisting-motor, as and for thepurpose set forth.

26. The combination with a hoisting-motor, a hoisting-drum driventhereby, a shaft arranged adjacent to said drum and adapted to be rockedby slack in the cable Wound on said drum, and means actuated by therocking of said shaftfor breaking said motor-circuit, as and for thepurpose set forth.

27. The combination with ahoisting-motor, a drum actuated thereby, ashaft arranged in proximity to said drum, a frame mounted on said shaftand arranged to be engaged and rocked by slack in the cable wound onsaid drum, a motor-magnet for controlling said motor, and means actuatedby the rocking of said shaft for automatically actuating saidmotor-magnet to position to arrest said motor, as and for the purposeset forth.

28. The combination with a motor, a hoisting-drum actuated thereby, arock-shaft suitably jonrnaled in proximity to said drum, a frame mountedon said shaft and arranged to be engaged and rocked by slack in thecable wound on said drum, a i'notor-magnet for controlling said motor,auxiliary gearing, normally held out of action, for moving saidmotor-magnet into position to break the motorcircuit, and means actuatedby the rocking of said rockshaft for throwing said gearing into actionautomatically, as and for the purpose set forth.

In witness whereof We have hereunto set our hands, this 26th day ofJanuary, 1808, in the presence of the subscribing witnesses.

THADDEUS \V. IIEERMANS. NORMAN XVIIICIIELLO.

Witnesses:

S. E. DARBY, E. C. SEMPLE.

